HomeMy WebLinkAbout1993-03 Approving and Adopting the 1993-1997 Town of Vail Transit Development PlanRESOLUTION NO. 3
SERIES 1993
A RESOLUTION APPROVING AND ADOPTING
THE 1993-1997 TOWN OF VAIL TRANSIT DEVELOPMENT PLAN.
WHEREAS, the Town of Vail has developed a transit development plan for the purpose
of outlining the transportation needs of the Town of Vaif for the next five (5) years.
NOW, THEREFORE, be it resolved by the Town Council of the Town of Vail, Colorado
that:
1. The Transit Development Plan attached to this Resolution as Exhlblt A is hereby
approved and adopted.
2. The Town Manager and the Town staff are hereby authorized to take all actions
necessary to implement the 1993-1997 Town of Vail Transit Development Plan.
3. This resolution shall take effect immediately upon its passage.
INTRODUCED, READ, APPROVED AND ADOPTED this 2nd day of March, 1993.
Q ,.
Margaret . Osterfoss, Mayor
ATTEST:
Pamela A. Brandmeyer, Acting Town Clerk
C:IR~SOLU43,3
Vail Transit Develo ment PI -p an Update, 1993 1997
VAIL TRANSIT DEVELOPMENT PLAN UPDATE
1993 - 1997
Prepared for;
Town of Vail
75 South Frontage Road
Vail, Colorado 8 ] 657
Prepared by:
Felsburg Holt & Ullevig
5299 DTC Boulevard, Suite 400
Englewood, CO 80111
FHU Reference No. 92-011
February, 1993
Town of Vail
Vail Transit Development Plan Update, 1993-1997 Table of Contents
TABLE OF CONTENTS
Page
INTRODUCTION .......................................................1
I.TRANSIT SYSTEM GOALS AND OBJECTIVES .............................2
II.COMMUNITY CHARACTERISTICS .....................................3
III.EXISTING TRANSPORTATION SERVICES ................................b
A. Town of Vail Bus System .........................................6
B. County-Wide Bus System (Town of Avon) ............................14
C. Paratransit Service ..............................................15
D. Private Transportation Operators ....................................15
IV.FIVE-YEAR RIDERSHIP FORECASTS ...................................l9
V.EVALUATION OF EXISTING SERVICES .................................22
A. Outlying Route Service ...........................................22
B. In-Town Shuttle ................................................24
C. Paratransit Service ..............................................25
D. Administrative Operations ........................................25
VI.EVALUATION OF SERVICE ALTERNATIVES .............................30
A. Fixed Guideway Alternative -Optimal Monorail .......................30
B. At-Grade High Capacity Bus System .................................33
C. In-Town Shuttle Recommendations/Priorities ..........................33
VII.OPERATIONS PLAN ..................................................35
A. Service Operations ..............................................35
B. Capital Acquisition/Replacement ...................................35
C. Financial Plan ..................................................37
APPENDIX -TOWN OF VAIL BUS ROUTE SCHEDULE
Town of Vail
Vail Transit Development Plan Update, 1993-1997
1.
2.
3.
4.
5.
6.
7.
8.
9.
10
Table of Contents
LIST OF FIGURES
Pane
Vicinity Maps ........................................................4
West Vail Bus Routes ................................................... 7
East Vail Bus Routes ................................................... 8
In-Town Shuttle Bus Route .............................................. 9
1991 Monthly Ridership ................................................ t l
Town of Vail Annual Transit Ridership .................................... 20
1991 In-Town Shuttle Daily Boardings ..................................... 26
In-Town Shuttle Peak Hour Demand ...................................... 27
Department of Public Works and Transportation Organization ................... 29
In-Town Shuttle Alternatives Analysis ..................................... 31
Town of Vail
Vail Transit Development Plan Update, 1993-1997 Table of Contents
LIST OF TABLES
Page
1. Town of Vail l 991 Transit Statistics ....................................... ] 0
2. Town of Vail Transit Fleet .............................................. 12
3. Annual Operating Costs ................................................ 14
4. Transportation Provider Inventory ........................................ 16
5. Projected Annual Transit Ridership 1993-1997 ............................... 21
6. 1991 Town of Vail Transit Performance Measures ............................ 23
7. Comparison of In-Town Shuttle Alternatives ................................ 32
8. Bus Replacement Schedule .............................................. 36
9. Town of Vail Bus Fleet at End of 1997 ..................................... 36
10. Capital Improvement and Operations Financing Plan .......................... 38
Town of Vail
Vail Transit Development Plan Update, 1993-1997 Introduction
INTRODUCTION
The Transit Development Plan (TDP) is a planning tool which lays out a five year program for
implementation and operation of a transit system. The TDP incorporates an analysis of existing
conditions, identification of transit needs, development of alternatives to meet future transit demand,
and the selection of a preferred alternative. The TDP also presents an analysis of the administrative
and fiscal operations of the system.
The Town of Vail's last TDP update covered the 1988-1992 time frame. The TDP update presented
here addresses the subsequent 5 year time frame through 1997. This report was prepared in
accordance with Undatine a Transportation Development Program for Rural and Small Urban Areas,
published by the Colorado Department of Transportation (CDOT), January, 1990. The CDOT
document provides guidelines for updating an existing TDP. This TDP update report is organized
into 7 sections which correspond to the 7 tasks outlined in the CDOT guidelines which include:
o Goals and Objectives
o Community Characteristics
o Existing Transportation Services
o Five Year Ridership Forecasts
o Evaluation of Existing Services
o Evaluation of Service Alternatives
o Operations Plan
This TDP update also incorporates a paratransit plan developed in response to the 1990 Americans
with Disabilities Act (ADA). This Act assures that persons with disabilities are provided the same
level of transit service as persons who are not disabled. Paratransit and ADA information presented
in this TDP update, as well as some other information regarding local transit service, was extracted
from A Toint Paratransit Plan, June, 1992, prepared by The Transit Expert, Inc.
Town of Vail Page 1
Vail Transit Development Plan Update, 1993-1997 Chapter i
TEM GOALS AND OBJECTIVESI. TRANSIT SYS
The following highlight the goals and objectives of Vail's transit system which have been developed
as a part of the overall Vail Transportation Master Plan (TMP). The TMP was developed under the
direction and guidance of the Vail Parking and Transportation Advisory Committee. Public input was
collected through an extensive series of meetings and interviews with citizens and community leaders.
The goals are as follows:
o Accommodate projected increases in future ridership anticipated from ski expansion and
other development.
o Provide an alternative transportation mode other than the automobile to reduce parking
demand in Vail Village and Lionshead, and decrease vehicle emissions for improved air
quality in the Vail Valley.
o Provide routine transit service which would accommodate disabled persons per the Americans
with Disabilities Act (ADA).
o Assure that cost-efficient service is being provided to areas warranting transit service.
o Coordinate the Vail bus system to operate in conjunction with other local and regional transit
services.
o Provide sufficient transit capacity to accommodate demand during peak periods of the year
and peak hours of the day.
The In-Town shuttle, which provides service within central Vail between Yail Village and Lionshead,
is a critical element in Vail's transit system and has unique operating characteristics. Several
additional objectives have been established specifically for this route:
o Improve operations at the physical bottlenecks along the route.
o Identify a realistic, locally accepted concept plan to accommodate increasing passenger
demands in the future.
o Maintain a high quality transit service while being sensitive to the quality and character of
the pedestrian areas along the In-Town shuttle route.
Town of Vail Page 2
Vail Transit Development Plan Update, 1993-1997 Chapter II
II. COMMUNITY CHARACTERISTICS
The Town of Vail is located in Eagle County approximately 100 miles west of Denver. The town lies
in a narrow valley and extends approximately ten miles in an east-west direction, but is only one-half
mile in width. Interstate 70 runs along the valley and provides access to the town via three
interchanges. Given Vail's confined width, the interstate tends to be a barrier separating development
along the north side and south side of the Valley. Figure 7 shows the location of Vail and a general
layout of the town.
Tourism is the primary industry in Yail. Downhill skiing during the winter months is Vail's biggest
attraction, although summer recreation activity is also significant. As a resort community, the
population varies considerably throughout the year with visitors and part-time residents comprising
most of the population during peak tourist seasons. Typically, the population is greatest during the
peak winter season at which time demand for community facilities and services, including transit, is
at a maximum.
Being a resort community, the population of Vail fluctuates by season. Currently, there are nearly
4,000 permanent year-round residents who live in Vail. During peak ski season, the overnight
population can increase to as high as 19,000 people with the addition of tourists and seasonal
employees. Add to this an estimated 5,000 to 10,000 day skiers/visitors who come to town, and the
total at-one-time population is estimated to reach 30,000 people during peak season and even more
during the peak days. It is estimated that the mountain can accommodate up to 24,000 skiers per day.
Vail's disabled population is not considered to be substantial. No specific information is available as
to the number of persons residing in Vail who are "ADA paratransit eligible", but The Transit Expert,
Inc. has estimated that there are 13 Vail residents who meet the criteria. There are no estimates of
ADA eligible tourists visiting Vail, but many of the paratransit trips that have taken place over the
past year have been primarily visitor-based.
Much of Vail's employment occurs in and around the major activity centers; Vail Village, Lionshead
Village, and the West Vail area. Vail Village and Lionshead Village are located just south of the Main
Central) Vail interchange onto Interstate 70 and together comprise the central Vail "core". This area
is where most skiers access the mountain. In addition, there is approximately 650,000 square feet of
commercial space, office space, and lodging, located in Vail and Lionshead Villages. During the peak
winter months, approximately 2,600 employees work in the core area performing service duties and
ski-related functions.
The West Vail area, located immediately north of the West Vail interchange onto Interstate 70, is a
more conventional commercial center. Several fast food restaurants and service stations are located
in West Vail along with the town's only supermarket and other retail shops. During the peak winter
season, approximately 300 employees work in the West Vail area.
There are several transportation corridors through town that converge on the central Vail area: East
Vail, West Vail north of the freeway, and West Vail south of the freeway. Frontage roads along
Interstate ?0 provide the means of access to these corridors. Towards the east, the Frontage Road
serves primarily residential development along both sides of Interstate 70. Approximately 1,300
dwelling units are located east of central Vail. In addition to residential development, the Frontage
Road (along with Vail Valley Drive) serves the Vail Golf Course and Ford Park.
Town of Vail Page 3
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Vail Transit Development Plan Update, 1993-1997 Chapter II
To the west of central Vail, there are two distinct corridors which are separated by Interstate 70; both
primarily made up of residential development and served by freeway frontage roads. Approximately
700 dwellings exist along the north side of I-70 in addition to the town's post office and commercial
activity near the West Vail interchange. The southern corridor contains about 680 units, a few
commercial establishments, and aski-lift area (Cascade Village) located west of Lionshead Village.
In addition to these "radial" corridors, there is also a major transit corridor located within central Vail.
The In-Town shuttle provides service within the "core" area, and travels from the eastern edge of the
Vail Village area to the western edge of Lionshead Village. The Shuttle provides linkage between the
ski lifts, parking garages, commercial and office use, lodging, and several community centers. The
In-Town shuttle is heavily used during peak winter season and alone makes up approximately three-
fourths of the patronage riding Vail's bus system.
Town of Vail Page 5
Vail Transit Development Plan Update, 1993-1997 Chapter III
III. EXISTING TRANSPORTATION SERVICES
Transportation services within the Vail Valley are provided by several public entities and many
private and specialized operators. The Town of Vail provides free service within town which covers
East Vail, West Vail, and the central Vail area. The Town of Avon operates acounty-wide bus system
in which three routes serve Vail. One route runs between Leadville and Vail while the other two run
to/from the Avon area; specifically the Beaver Creek ski area and the Town of Edwards. There are
also numerous private operators which include local taxi service, school buses, lodging services, and
transportation to Denver, other ski areas, and the Eagle County Airport.
A. TOWN OF VAIL BUS SYSTEM
The Town of Vail provides free fixed route transit service, 20 hours per day, 365 days per year, to
the general public that thoroughly covers the Vail Valley. During peak periods of the winter season,
up to 7 separate bus routes provide the necessary coverage. Figures 2, 3, and 4 show the current bus
routes for West Vail, East Vail, and the In-Town shuttle during peak periods. A bus schedule is
shown in the Appendix.
During the winter peak hours of the day, buses run every 15 to 20 minutes along the West Vail North,
West Vail South, and Sandstone routes. The Golf Course and Ford Park buses run every 30 minutes
and the East Vail express runs every 15 minutes throughout the day and every 30 minutes in the late
evening. There is no formal schedule for the In-Town shuttle; buses continually run along this route
at headways of 7 to l0 minutes. During peak hours of demand, up to 14 buses may be pressed into
service along this route.
During the summer and "in between" seasons, transit service is scaled back since passenger demand
is significantly less. Bus headways along the outlying routes are typically an hour long. In West Vail,
the West Yail North and Sandstone routes are combined into a single route and Ford Park is served
as a part of the Golf Course route resulting in a total of 5 "formalized" bus routes serving the town
including the In-Town Shuttle. Service is provided 14 hours per day in the summer with the first
buses making runs by 6:00 A.M. and the last run ending after 10:00 P.M. Service is suspended for a
2 hour duration during the early afternoons.
During the 1991 calendar year, 3.2 million patrons rode Vail's bus system with the In-Town shuttle
accommodating over 70 percent of total ridership. Table 1 summarizes overall operations for 1991.
As shown, buses accumulated well over half-a-million miles and nearly 61,000 hours of service
during 1941. Transit use varied significantly during the year as illustrated in Figure 5. The peak
season typically occurs during March, and the peak summer activity on average is only one-third that
during the winter. The peak day of the year occurred on December 31 st in which over 43,000 patrons
were recorded boarding the town bus system.
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Town of Vail Page 6
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Vail Transit Development Plan Update, 1993-1997
TABLE 1
TOWN OF VAIL 1991 TRANSIT STATISTICS
Chapter III
Total ;,
Service Area °; Ridership ; Vehicle Miles Vehtcle; Hours
In-Town Shuttle 2,251,017 224,658 31,969
West Vail (1) 612,758 150,908 12,535
East Vail (2) 381,176 192,195 15,175
Totals I 3,244,95'1 ~. 601,251 I 60,872
1) Includes West Vail North and South, Sandstone, and West Vail Link.
2) Includes service to East Vail, golf course, and Ford Park.
Source: Town of Vail.
The Town of Vail currently operates a fleet of 34 vehicles. Table 2 lists the attributes of each vehicle.
A total of 17 vehicles or 50 percent of the fleet are at least 10 years old whereas the remaining 17
vehicles were purchased within the past three years. A total of 15 buses are scheduled for
replacement between 1994 and 1996. The most recent purchases (buses 195, 196, and 197) are
perimeter-seating buses and are equipped with a wheelchair lift making them ADA accessible
discussed in a later chapter). There are currently four vehicles in the fleet which are equipped to
load and unload wheelchairs which include a 12 seat mini bus used for paratransit service.
Operation of Vail's bus system is funded entirely from the Town's General Fund which is subsidized
by a local sales tax. The bus system is free to riders, so no revenue is generated through fares. Some
revenue is generated from advertisements placed on the sides of buses, but these monies are deposited
directly into the Town's General Fund. In the past, the Town has received some UMTA (Urban Mass
Transportation Administration) funding used towards the purchase of new buses.
Town of Vail Page 10
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Vail Transit Development Plan Update, 1993-1997 Chapter III
TABLE 2
TOWN OF VAIL TRANSIT FLEET (1)
Expected'
Replacernent:
Unit No Yeai:;:Description:Seats:Mileage (1) ;;Year
151 1982 TMC 31 113,444 1994
152 1982 TMC 31 170,000 1994
153 1982 TMC 3l 179,826 1994
154 1982 TMC 31 183,667 1944
155 1982 TMC 3l 118,197 1994
156 1982 TMC 31 164,516 1995
157 1982 TMC 31 166,232 1995
158 1982 TMC 31 163,304 1995
159 1982 TMC 31 201,704 1995
I 160 1982 TMC 31 107,989 1995
161 1982 TMC 31 174,612 1996
162 1982 TMC 3l 85,441 1996
163 1982 TMC 3l 89,795 1996
l 64 982 TMC 3l 184,760 1996
165 1982 TMC 31 216,042 996
166 1981 GMC 21 28,618
167 (2)1990 CHEVY 12 35,030
181 1982 ORION 35 78,637 1995
182 1989 ORION 39 82,785
183 1989 ORION 39 82,842
184 1989 ORION 39 73,008
185 1989 ORION 39 83,432
186 1989 ORION 39 85,022
187 1989 ORION 39 27,182
188 990 ORION 39 57,822
Town of Vail Page 12
Vail Transit Development Plan Update, 1993-1997
TABLE 2
TOWN OF VAIL TRANSIT FLEET (1)
Chapter III
Expected
Replacement
LJnit.No Year:< Des~rtption. Seats Mileage=(1) Year
189 1990 ORION 39 44,682
190 1990 ORION 39 56,34]
191 1991 ORION 39 39,221
192 1991 ORION 39 35,962
193 1991 ORION 39 41,075
194 1991 ORION 39 38,307
195 (2) 1992 ORION I 37 2,000
196 (2) 1992 ORION I 37 2000
197 (2) 1992 ORION I 37 2000
1) As of May 28, 1992
2) ADA accessible (contains a wheelchair lift). Unit 167 is used for paratransit service.
Units I95, 196, and 197 have perimeter seating arrangement.
Sources: Town of Vail and A Joint Paratransit Plan, prepared by The Transit Expert,
Inc., June, 1992.
Town of Vail Page 13
Vail Transit Development Plan Update, 1993-1997 Chapter III
Operating costs of Vail's transit system range from $1.5 million to $2.0 million annually. Table 3
illustrates the actual 1991 costs and the budgeted costs for 1992. As shown, costs to operate the In-
Town Shuttle make up 40 to 50 percent of the annual cost to operate the entire system. The West Vail
bus routes together make up approximately 24 percent of the operating costs, and East Vail routes
make up 18 to 20 percent of the costs. Administrative costs comprise 12 to I3 percent of the total.
TABLE 3
ANNUAL OPERATING COSTS (In $1,000)
Item
In-Town Shuttle
West Vail Routes (1)
East Vail Routes (2)
Administrative
Paratransit
Host Service (3)
Totals
Actual: ;1991 Cost. Budgeted 199 Coy s
794 791
341 453
296 369
191 245
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1) Includes West Vail North, West Vail South, and Sandstone routes.
2) Includes East Vail Express, Golf Course, and Ford Park routes.
3) Host service includes the labor required for orderly passenger boarding at locations
which experience significant loading demand.
Source: Town of Vail.
B. COUNTY-WIDE BUS SYSTEM (TOWN OF AVON)
The Town of Avon, with participation from the Town of Vail and Beaver Creek Resort, operates a
regional transit service which carried approximately 1 million passengers in 1991. Service is provided
to Leadville, Red Cliff, Minturn, Edwards, Avon, Beaver Creek Resort, and Vail. Ridership
associated with Vail accounts for 20 to 25 percent of the entire system's ridership. There are three
routes which stop at the Transportation Center; one serving the US 24 corridor including Minturn,
Red Cliff, and Leadville; one serving Beaver Creek Resort and Avon; and one serving development
along US 6 as far west as Edwards. Each passenger is charged a $2.00 fee for one-way service along
these routes. Patrons heading to or coming from Leadville are charged $3.25. Approximately 85
percent of the Vail patronage on this system are oriented to/from Eagle Valley.
Town of Vail Page 14
Vail Transit Development Plan Update, 1993-1997 Chapter III
C. PARATRANSIT SERVICE
In May, 1991, the Town began providing free paratransit service. The Town owns one van (unit 167)
containing a wheelchair lift and two wheelchair tie downs. The service is available during all hours
that the fixed route service is operating, and reservations for its use require 24-hour advance notice.
For riders traveling outside of Vail, service has been coordinated with that of the Avon/Beaver Creek
system such that passengers get transferred at either the Vail Transportation Center or the Chamonix
North Frontage Bus Shelter.
During the first 12 months of the service (through April, 1992), a total of 131 passenger-trips were
provided. Within the 12 month period the service operated 28 days in which the Town's van
accumulated 651 miles. Approximately 95 percent of these trips took place during the non-ski season,
and over one-half (55 percent) of these trips occurred during the months of May and June.
The Americans with Disabilities Act (ADA) of 1990 extends civil rights protection to persons with
disabilities. In terms of its affect on transit service, persons with disabilities must be provided
equivalent service to persons who are not disabled. The following highlight the requirements of the
act as related to bus service in Vail.
o All newly purchased or leased vehicles used for fixed route service must be accessible, i.e.,
contain a wheelchair lift.
1 o All newly purchased or leased vehicles used for demand responsive service must be accessible
unless comparable paratransit service is being provided.
o Separate paratransit service is to be provided within three-quarters of a mile from all fixed
route service (within Town limits) to persons who are unable to use accessible fixed-route
buses.
In light of the ADA, continuation of paratransit service to the entire Town will be required.
D. PRIVATE TRANSPORTATION OPERATORS
Table 4 shows a 1lsttng of the other transportation operators providing service within Vail.
u
Town of Vail Page 15
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Vail Transit Development Plan Update, 1993-1997 Chapter IV
IV. FIVE-YEAR RIDERSHIP FORECASTS
This section presents ridership projections for the 1993-1997 time period. The Vail Transportation
Master Plan (TMP) previously mentioned presents long-range projections which are linked to
expansion of the mountain. An 18 percent increase beyond the 1989-1990 ridership level was
projected based on approved mountain capacity that had not yet taken place. For the short-range
time frame being analyzed here, major mountain expansion and related development is not expected,
although modest increases will occur. Therefore, five-year ridership projections, based on historical
short-term growth patterns, are also expected to be relatively modest. Longer-term projections are
also included in this TDP update report to better evaluate transit alternatives discussed in subsequent
chapters.
Historical ridership on Vail's bus system is illustrated graphically in Figure 6 for the past 10 years.
Ridership for 1992 was estimated from four months of available data. Between 1982 and 1987,
ridership increased at an annual average rate of 3 percent. Between 1987 and 1992 ridership has
fluctuated, but has grown at an average rate of 2 percent per year. Much of the increase has come
from the outlying routes which have increased annually at an average annual rate of 6 to 7 percent
since 1987. The 1n-Town shuttle patronage has experienced very little growth on average increasing
annually at an average rate of less than 1 percent since 1987.
In estimating future demand, it is assumed that recent growth patterns will continue to occur; outlying
route ridership will increase at a more rapid rate than that of the In-Town shuttle. Ridership is
anticipated to level off some along the outlying routes but should continue to be greater than that of
the In-Town shuttle. The following assumptions were used to estimate average growth in future
transit demand:
o Between 1992 and 199?, In-Town shuttle ridership will increase annually at a rate of 1
percent.
o Between 1992 and 1997, outlying route ridership will increase annually at a rate of 4 percent.
Using the assumptions stated above, annual future ridership projections were made and are illustrated
in Table 5. Between the last full year of available data (1991) and 1947, the total ridership is
estimated to increase about S percent to approximately 3.4 million riders. Approximately two-thirds
are projected to ride the In-Town shuttle.
Estimates of future paratransit use are shown in A Joint Paratransit Plan prepared by the Transit
Expert, Inc. in June, 1992. The document referenced reports an estimated 13 ADA paratransit eligible
people currently living in the Town of Vail. However, since paratransit service began, demand has
been primarily made up of the visitor population and not year-round residents. As such, it has been
estimated that 350 passenger-trips per year would be generated over the next 5-year time frame
within the entire region (Vail Valley and Eagle Valley).
Town of Vail Page 19
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Vail Transit Development Plan Update, 1993-1997 Chapter IV
TABLE 5
PROJECTED ANNUAL TRANSIT RIDERSHIP 1993-1997 (IN 1,000's)
Year , 'In Town: Shuttle
Outlying;
Routes Total
1993 2,135 1,000 3,135
1994 2,160 l ,040 3,200
1995 2,180 1,080 3,260
1996 2,200 1,125 3,325
1997 2_225 1,170 3,395
Town of Vail Page 21
Vail Transit Development Plan Update, 1993-1997 Chapter V
V. EVALUATION OF EXISTING SERVICES
The Town of Vail provides free transit service, 20 hours per day, 365 days per year to the general
public that thoroughly covers the Vail Valley. Up to seven bus routes operate throughout the Town
during ski season. Six of the seven routes serve outlying areas of Vail while one, the In-Town shuttle,
serves the Vail Village and Lionshead Village areas. The In-Town shuttle provides service to a
relatively small area, but yet it comprises about 70 percent of the ridership for the entire bus system.
As such, its operating characteristics differ from the outlying routes. The following sections of the
report address current operations of the outlying routes, the In-"Town shuttle, paratransit service and
system administrative operations.
A. OUTLYING ROUTE SERVICE
The six outlying bus routes provide thorough coverage to Vail including the East Vail area, golf
course, Ford Park, West Vail north of I-70, West Vail south of I-70, and the Sandstone area as shown
in Figures 2, 3, and 4. The winter schedule for each route is shown in the Appendix. The six routes
originate at the Village Transportation Center (near Vail Village) which serves as a transfer point
between Town routes as well as to Down Valley routes.
The Vail bus system, as it currently exists, provides a high degree of mobility to the Town in both
geographic coverage and service frequency. Recent improvements to the system have further
improved the level of service provided to the outlying areas. These improvements include the
following:
o Routine service between the Transportation Center and Ford Park is now provided. This
service is provided in conjunction with service to the golf course and East Vail.
o Peak periods of service have been extended for all routes in which bus headways are one-half
those during non-peak periods.
In 1991, the outlying routes carried nearly one million riders. Buses accumulated nearly 28,000 hours
and 343,000 miles of travel along these routes costing about $722,000 (includes portion of
administration costs). Table 6 shows some common performance measures for the outlying routes,
the In-Town Shuttle (which is discussed in the following section) and state-wide averages for ski
areas. As shown, passengers per vehicle-mile and passengers per vehicle-hour measures are
comparable to state-wide averages. The per passenger cost of 73 cents is one-half the state average,
but the vehicle-mile cost is higher than the state average.
Town of Vail Page 22
Vail Transit Development Plan Update, 1993-1997
TABLE 6
1991 TOWN OF VAIL TRANSIT PERFORMANCE MEASURES
Outlying !Routes In-Town:
ale.::::..Meas.t>re - : Shut
Passengers per Vehicle-Mile
Passengers per Vehicle-Hour
Cost per Passenger (2)
Cost per Vehicle-Mile (2)
Cost per Vehicle-Hour (2)
2.9
35.9
0.73
2.10
26.05
10.0
70.4
0.40
4.01
28.16
Chapter V
Colorado Ski Area
Average (l )
2.3
37.9
1.47
1.42
Not Available
1) From 1_Jndatine a Transportation Development Proeram for Rural and Small Urban
Areas, Colorado Department of Transportation, January, 1990.
2) Includes administrative costs.
The outlying bus routes have flexibility in terms of service frequency and specific routing of buses,
and scheduling is often adjusted to accommodate fluctuating ridership demand relative to peak and
non-peak hours, late night, and seasonal variations. The shortest headway interval between buses
during peak periods is currently I S minutes. The potential exists to increase the hourly capacity of
each route by adding buses to shorten headways. Given that ridership is projected to increase by less
than 20 percent between 1991 and 1997, running more buses along the critical routes during peak
periods should be an adequate measure to accommodate the projected demand for the next five to six
years. For example, if additional buses were added along a route resulting in a decrease of headways
from IS minutes to l0 minutes, transit capacity would be increased by 50 percent (6 buses an hour
rather than 4); more than enough to accommodate projected demand. In addition, buses currently in
the fleet will be modified to have a perimeter seating arrangement which will increase standing room
and the overall capacity of a single coach. All replacement buses purchased by the Town will also
have perimeter seating. This will also contribute to increasing capacity along the outlying routes.
Besides increases in capacity, minor route modifications can also be made in the future, if warranted,
with little effort. The outlying routes should continue to be monitored to determine what scheduling
and coverage adjustments are needed, if any.
Town of Vail Page 23
Vail Transft Development Plan Update, 1993-1997 Chapter V
B. IN-TOWN SHUTTLE
The In-Town shuttle operates year-round and carries over 2.2 million riders annually along a I.75
mile route between Golden Peak and West Lionshead Circle. A portion of the route is restricted to
pedestrians and bus traffic only. The route serves the high-density, commercial lodging and retail
core of Vail. During peak winter periods up to 30,000 riders may use the In-Town shuttle on a single
day. Visitors, mainly destination and day skiers, make up the bulk of the winter day ridership.
Destination visitors also use the shuttle to travel between the slopes, lodging, dining, and shopping
attractions within Vail and Lionshead villages. Day visitors, local residents and employees use the
shuttle as an internal circulator after having parked in either the Vail or Lionshead parking structures.
Performance measures of the In-Town Shuttle are presented in Table 6 along with outlying route and
average state-wide statistics. As shown, the passenger per vehicle-mile and per vehicle-hour statistics
are significantly higher than those for the outlying routes and state averages. The passenger cost is
only 40 cents per rider, however, the per-vehicle-mile cost is over $4.00. This pattern (a higher
vehicle-mile cost than passenger cost) is similar to that for the outlying routes, but is much more
skewed due to the significant amount of ridership occurring along such a short route.
The In-Town shuttle is the backbone of the Vail transportation system. Because of the rather unique
linear nature of Vail's mountain-town-highway orientation, the shuttle performs singularly what is
typically parceled out to separate transit services in most other North American resort communities.
In the typical ski resort, the community bed base, skier-mountain, nightlife/retail, and day skier
parking are separate and distinct, sometimes several miles apart; Snowmass Village, Steamboat
Springs, Jackson Hole, Sun Valley, and Crested Butte are examples. In these cases, separate routes
and services are provided for day-skier parking shuttles, destination visitor shuttles and in-village
circulation. In Vail, the In-Town shuttle must perform all of these functions. Clearly, the quality
of experience for Vail visitors is tied closely to the operation of the In-Town shuttle.
The village shuttle operates 19-1/2 hours a day between the hours of 6:30 AM and 2:00 AM.
Frequency of service is typically eight minutes or less with the most intense service provided during
the 3:30 to 5:30 afternoon hours when skiers departing from the slopes create the greatest demand for
transportation. Ten vehicles are regularly scheduled for shuttle service during the afternoon rush.
Occasionally four additional vehicles are pressed into service to respond to heavy demand. With 14
vehicles in service on the shuttle route the frequency between vehicles is often less than the dwell
time at the major boarding points. This results in "bunching", i.e. buses running in tandem rather
than uniformly spaced along the route. Operation efficiency breaks down under these conditions as
passenger loads on the lead bus are usually greater than the trailing bus (or buses), and system speed
is governed by the slower vehicle. As system speed slows, more passengers accumulate at stops
between bus arrivals, dwell time increases accordingly thereby further reducing system speed and
ensuring that incrementally more passengers will be waiting upon arrival at the next stop. The usual
daytime average system speed of an estimated 7 to 8 MPH degrades to 3 or 4 MPH, or even less,
during peak season afternoon hours. At these speeds and crowding conditions, many prospective
riders will opt to walk.
Town of Vail Page 24
Vail Transit Development Plan Update, 1993-1997 Chapter V
Figure 7 graphically depicts the number of daily hoardings along the shuttle route during 1991.
Clearly, December 3l st was the peak day of the year with over 26,000 hoardings. Late April and
early May are when the daily ridership is least; only 179 hoardings were recorded on April 25th. It
is estimated from the daily boarding counts that the current shuttle system was seriously overloaded
between 15 to 20 days during the winter seasons of 1991 or about one day out of eight during ski
season. Figure 8 illustrates peak hour ridership demand in rank order along the In-Town shuttle.
Peak hour demand was calculated on the basis that it represents 8 percent of the daily demand. What
is important to note by the slope of the curve depicted in Figure 8 is that relatively small increases
in ridership, spread out uniformly over the entire ski season, will trigger a fairly significant increase
in the number of days the current system will be overloaded during afternoon peak hours. This means
destination skiers in the future will experience more occasions of overcrowding on the current shuttle
system. Whereas peak week of high season visitors probably anticipate and will tolerate some
overcrowding throughout Vail or any other major destination resort, this condition will prevail more
frequently on the shuttle system probably during weekends when higher day-skier volumes are added
to moderate-occupancy destination visitor volumes. These destination visitors may be unpleasantly
surprised to experience overcrowding on the shuttle system during the "non-peak" weeks.
The In-Town shuttle ridership is not projected to increase significantly through the 1997 time frame.
Beyond 1997 with ski expansion, ridership demand can be expected to grow moderately and with a
increase of l0 to 15 percent over 1991 levels, the system would be overloaded 30 to 35 days out of
the 145 day ski season as shown in Figure 8.
C. PARATRANSIT SERVICE
Vail's paratransit service has been in operation for over a year. During the first 12 months of
operation, 131 passenger-trips were served. To date, there have been no instances in which trips
could not be served as a result of capacity constraints. The single van used for this service has been
more than adequate to accommodate demand.
D. ADMINISTRATIVE OPERATIONS
As mentioned, the Town of Vail's bus system is a free service. Operations are funded entirely by the
Town's General Fund through a local sales tax and is supported by the Town Council. The system
is heavily used, particularly in the winter, and has the second highest ridership level in the state
second only to the RTD system in the Denver metropolitan area. Vail's transit system carries more
people annually than the Colorado Springs transit system which serves an urban area of nearly 400,000
residents.
The Town operates the system as a public service under authority granted to municipalities by Section
30-15 of the Colorado Revised Statutes. The Department of Public Works and Transportation is
responsible for operations which include the management and supervision of services, scheduling of
vehicles and drivers, maintenance and acquisition of vehicles and facilities, marketing, obtaining
insurance, and monitoring of the operations. The purchasing of vehicles and equipment is financed
by the Town of Vail along with some matching funds that have come from UMTA. The Department
is audited once a year by a private CPA firm who audits all of Vail's municipal departments.
Town of Vail Page 25
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Vail Transit Development Plan Update, 1993-1997 Chapter V
Figure 9 shows the Department of Public Works and Transportation Organization. The Department
1
is managed by the Public Works/Transportation Director who reports to the Town Manager. The
Parking/Transit Superintendent, who reports to the Public Works/Transportation Director, oversees
day-to-day operation including the tasks listed in the previous paragraph and has authority over the
other transit personnel including the Fleet Manager, Bus Operations Coordinator, Bus Supervisors,
M mechanics and drivers. The number of drivers employed by the town varies by season ranging from
a low of l2 to a high of 69 during the winter season. All drivers are required to complete an 80 hour
training program before they are allowed to drive. Starting in November, 1992, drivers and all other
transit personnel will be subject to drug testing.
Coordination with other transit entities outside of Vail is limited to the Avon/Beaver Creek transit
system which was discussed earlier in the report. The two entities have recently concluded a Joint
Paratransit Plan prepared by The Transit Expert, Inc. which was conducted to determine how both
bus services will comply with provisions set forth in Americans with Disabilities Act.
The two entities have also coordinated in regard to the actual paratransit service. For riders needing
to go outside the Town of Vail, service is coordinated with the Town of Avon which has the authority
to operate on I-70 and Highway 6. Passengers are transferred to the Town of Avon's paratransit
vehicle at the Chamonix North Frontage bus shelter or the Vail Transportation Center. Because
paratransit demand is fairly low for both bus systems, the two entities have also agreed to make their
paratransit vehicle available to each other in the event of mechanical failure.
In addition to coordination on aratransit service the Town of Vail contributes 1p $ 20 000 annuall Y
towards the operation of the Avon/Beaver Creek bus system.
Town of Vail Page 28
F E L S B U R G
H 0 L T & '
U L L E V I G
Town Manager
Public Works
Transportation Director
Transportation /
Parking
Manager
r'.::~:yi.:':~}>~'}:}t::~:$:2vrki:S.~n•:6~:vv
Bus Operation
Coordinator
Parking
Coordinator
Hostess I
Booth Attendants ~`'
Bll5
Supervisors
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Vail Transit Development Plan Update, 1993-1997 Chapter VI
VI. EVALUATION OF SERVICE ALTERNATIVES
Current service to Vail's outlying areas is adequate to meet projected ridership demand levels. As
mentioned, these routes are very flexible in terms of varying their degree of service. Bus schedules
are varied throughout the day and throughout the year in response to changing demand. This type
of "demand response" operation should be adequate for future demand. Continuing to monitor
operations will be required to determine specific adjustments of schedules and bus routing to meet
changes in demand.
The In-Town shuttle currently experiences periodic overcrowding, and although additional buses are
added to the route during peak periods, there becomes a point in which adding buses does not increase
capacity. As such, several alternatives for achieving a higher line capacity along this route were
considered when developing the Vail Transportation Master Plan. For ease of comparison these have
been grouped as "fixed guideway" or "at-grade" alternatives.
A. FIXED GUIDEWAY ALTERNATIVE -OPTIMAL MONORAIL
In evaluating the fixed guideway alternatives, two options were considered: a ]0-station full
replacement system and a truncated 4-station system accompanied with a "background" bus system.
From the Vail Transportation Plan, it was found that an automated 10-station monorail over the
distance of the shuttle route would be inefficient since vehicles must follow a rigid standard of
deceleration, docking, door opening and closure, and subsequent controlled rate of acceleration.
Duplicating the existing bus service with a 10-station system does not take full advantage of a grade
separated operation due to the excessive time required for each stop. Therefore, only the higher-
capacity 4-station system was retained for further evaluation.
This truncated route would connect the Covered Bridge area of Vail Village with the Gondola area
of Lionshead Village via an elevated people mover. The loop would be 2.2 miles and cover 63% of
the existing bus route, but would encompass about 78% of the existing boardings. Presumably a
background" bus route would continue to operate between Golden Peak on the east and Marriott
Mark (or even Cascade Village) on the west to maintain central shuttle service to these areas beyond
the Village Core.
Within the "pinched-loop" route, there would be a maximum of four stations. Each station would
have a center as well as side platform to permit separate boarding and deboarding operations.
Vehicle interiors would be adapted to facilitate carrying and stowing skis on board. This concept has
been used successfully on a 4-station, 0.8 mile (each way) underground people mover system in the
resort community of Serfaus, Austria.
The net effect of station consolidation, dual-platform stations, and on-board skis will increase line
capacity from the current estimate of 1,245 passengers per hour per direction (pphpd) to a total of
1,950 as shown in Figure 10. With a shortened route and a higher average speed, this tine capacity
can be achieved with fewer vehicles. Ten, or possibly 8, 2-car trains would be needed for this
optimal" people mover configuration.
Town of Vail Page 30
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Vail Transit Development Plan Update, 1993-1997
Ski Placement
Average System Speed (MPH)
Line Capacity (Passengers per Hour per
Direction)
Maximum Number Vehicles in Service
Peak
Vehicle Unit
Estimated Development Cost
Vehicles
Other
Total
TDA using Lea Elliot reports for
Detailed calculations are presentee
Vail Transportation Master Plan.
The line capacity of the optimal monorail of 1,950 pphpd would be approximately 55 percent higher
than the current system and about 13 percent higher than the high-capacity, at-grade shuttle bus
system discussed in the following section. As shown in Table 7 the cost to develop the 2.2 mile
optimal" monorail system would about $24 million.
TABLE 7
COMPARISON OF IN-TOWN SHUTTLE ALTERNATIVES
Operation Parameters:
1. Route Length (miles)
2. Service Area
3
4
5
6.
7.
8.
I Source:
1)
2)
I (3)
3.5
Mariott Mark to
Golden Peak
On Board
7.5
1,720
2.2
Lionshead to Cov-
ered Bridge
On Board
10.7
1,950 (1)
14
40' Bus
X16=
4,000,000
X3.450.000 (2)
7,450,000
Town of Vail dated 2/ 1
i in the Technical Appe
Chapter VI
8
32' 2-Car Train
@10=
3,550,000
20.450.000 (3)
24,000,000
6/87 and 3/22/90.
ndix Report of the
Optimal capacity, assumes 4-station, dual platform system. (Stations would be
established based upon a more detailed operations and feasibility study.)
Includes an allowance for expanded maintenance facilities for special buses, minor
roadway improvements, enhanced bus loading facilities as outlined in the Streetscape
Plan, engineering, and contingencies.
Includes fixed facilities, engineering and contingencies.
I '
Town of Vail
Special: Elevated .;
Low::Floor E:us People IViover
Page 32
Vail Transit Development Plan Update, 1993-1997
MB. AT GRADE HIGH CAPACITY BUS SYSTE
Chapter VI
As an alternative to a capital intensive replacement for the existing shuttle service, the use of special
high-capacity buses designed specifically for short-haul shuttle service of this type was investigated.
Designed with low floors, multiple wide doors and high interior compartments for standee comfort,
these vehicle types have been used for a number of years in Europe as airport apron service, shuttling
passengers between airplanes and terminals. The vehicles used in Denver for shuttle service along the
I.1 mile long 16th Street Mall are an adaption of these buses. The special shuttle bus has a limited
number of perimeter seats, thus catering more to standees. A newer generation of low-floor shuttle
bus has wheel base dimensions similar to the Town's existing buses and thereby should be able to
operate over the same route with minimal adjustment needed.
The main attributes of the special low-floor, high-ceiling bus are reduced dwell time at stops and
ability to accommodate more passengers on board than either the conventional 35-seat bus or the 2-
car generic monorail. Dwell time is minimized by the multiple doors, one-step entry/exit and ability
to carry skis on board. The net effect of these features is an estimated 25% improvement in system
speed as compared to the existing bus operation and about a 35% increase in line capacity of a
comparable size transit bus fleet (14 vehicles) due to the combination of higher average system speed
and more passenger capacity per vehicle.
The cost of adding a new fleet of 16 special low-floor buses (2 spares) including vehicle design
development costs, maintenance facility modifications, and allowance for bus stop, streetscape and
utility improvements along the existing route is about $7.5 million (1990 $). As Figure 10 shows the
line capacity achieved by using these special shuttle buses would reduce the number of days currently
experiencing overloads from 17 to 1. With increases in demand beyond the 1997 time frame the
special bus fleet would be overloaded only 4 days per year.
C. IN-TOWN SHUTTLE RECOMMENDATIONS/PRIORITIES
A reliable, convenient, and safe in-town shuttle is essential for mobility in Yail Village. Transit
coach delivery of this service has sufficed, for the most part, for the past decade. However, as
increases in visitation continue, overcrowding and dissatisfaction with the current system capabilities
will occur more frequently during afternoon peak travel times for destination and day skiers. Two
avenues have been explored in this study for expanding the capacity of the In-Town shuttle system
to match growing demand.
As previously analyzed, the monorail system, when adapted to its most effective application, could
achieve faster, quieter and more reliable service than the existing bus system. The Lionshead to
Covered Bridge monorail as described would offer about 55% more capacity than is possible with the
existing service, however, fewer stops would be provided under this option. This would allow the
shuttle system to operate without overloads on all but about one day per year beyond the 1997
horizon. Not withstanding the visual, environmental, and pedestrian impacts of introducing the
elevated monorail system, the development costs would be substantial; about $24 million.
Town of Vail Page 33
Vail Transit Development Plan Update, 1993-1997 Cha ter VIP
Although not as dramatic in capacity improvement and still subject to at-grade interference, the
high-capacity fleet alternative does achieve a substantial, 3896, increase in capacity at a considerably
lower, $7.5 million, development cost than the monorail (see Table 7). Part of this cost is new vehicle
acquisition; a cost which will be experienced to some degree in a few years to replace existing
vehicles, regardless of what shuttle system decision is reached.
It is recommended that the high-capacity bus alternative is the appropriate shuttle system solution
for the 1993-1997 service period and beyond. The vehicles needed for the shuttle fleet can be
acquired over atwo-season period as replacements for vehicles scheduled for retirement. In the
interim period, a technical committee should develop the performance specifications for these special
use vehicles and a solicitation of interest should be sent to all potential bus manufacturing bidders.
Town of Vail Page 34
I Vail Transit Development Plan Update, 1993-1997 Chapter VII
VII. OPERATIONS PLAN
This chapter of the report details the operations plan for Vail's transit system. The chapter is
subdivided into 3 sections each dealing with a specific element of the system. The sections include:
Service Operations, Capital Acquisition/Replacement and the Financial Plan.
A. SERVICE OPERATIONS
It is recommended that Vail's transit service area remain similar to that which is currently being
served (Figure 2, 3, and 4 in Section III). The system should continue to be monitored, as has been
historically occurring, by recording bus hoardings and holding monthly meetings in different areas
of Town to solicit public input. Route modifications should be considered when warranted pending
results of the monitoring effort, particularly for the outlying routes.
Operations should continue to function under the current positional hierarchy with duties and
procedures to continue as present. One additional procedure to implement is the drug testing of
transit personnel, particularly bus drivers and operators of heavy equipment. Drug testing is
scheduled to begin in November, 1992.
In order to meet the requirements specified by the Americans with Disabilities Act, all new transit
coaches to be purchased should be equipped with a wheelchair lift for operation along the fixed
routes. Paratransit service should continue to be provided to all areas within the Vail town limits.
Coordination with the Avon/Beaver Creek bus system concerning paratransit service should continue
in terms of providing "back-up" vehicles and the transfer of paratransit riders between the two bus
systems. With each bus system owning their own paratransit vehicle and with coordination between
the two systems regarding this service, paratransit demand through the 1997 time frame should be
adequately served under the current operations.
Also as part of on-going operation, all bus stops and bus shelters will be maintained and replaced as
needed.
B. CAPITAL ACGIUISITION/REPLACEMENT
The bus replacement/addition schedule through the 1997 time frame is shown in Table 8, All new
conventional buses should have a perimeter seating arrangement allowing more room for standees and
increasing the overall capacity of each bus. Buses currently in the fleet not scheduled for retirement
will be modified to include perimeter seating. The low floor special coaches should be used on the
1 In-Town Shuttle route only. Table 9 shows that the fleet will consist of 50 vehicles by the end of
1997 of which 35 will be ADA accessible and 12 of these will be limited to In-Town Shuttle use only.
Currently there are federal standards being developed which would require buses to meet certain
emission criteria. Pending the specifics of these standards, the potential exists to operate buses using
alternative fuel sources. Research and testing may be required as part of this plan to determine
whether switching to an alternate source is required and feasible.
The Town also intends to initiate a maintenance program in which the Town Shop and Bus Barn will
be improved and expanded.
Town of Vail Page 35
Vail Transfl Development Plan Update, 1993-1997
TABLE 8
BUS REPLACEMENT SCHEDULE
Retired Buses
None
151-155 (5 Total)
156-160, 181 (6 Total)
161-165 (5 Total)
1997 None
Source: Town of Vail
TABLE 9
TOWN OF VAIL BUS FLEET AT END OF 1997
Chapter VII
New 'Bus Type
1 Low-Floor Special Coach (Orion VI)
1 Conventional Bus w/Perimeter Seating
5 Conventional Buses w/Perimeter Seating
7 Conventional Buses w/Perimeter Seating
6 Low-Floor Special Coaches (Orion VI)
5 Conventional Bus w/Perimeter Seating
5 Low-Floor Special Coaches (Orion VI)
1 Conventional Bus w/Perimeter Seating
Vehxcie:Vehicle::Number'of Wheelchair
Make/Type:Quantity`:Seats ,lvtodel Year(s)Lift?
GMC l 2l 1981 No
Chevy Van 1 (1)12 1990 Yes
Orion 1 35 1982 No
Orion 13 39 1989- 1991 No
Orion I 22 (2)36 1992-1997 Yes
Orion VI 12 (3)30 1993, 1995, 1996 Yes
TOTAL I 50 I
1) Paratransit vehicle.
2) ADA accessible.
3) Special low-floor coach fo r In-Town shuttle; ADA accessible. Can hol d up to 65
standees.
I ,
Town of Vail Page 36
Vail Transit Development Plan Update, 1993-1997
INANCIAL PLANC. F
Chapter VII
The Financing Plan for Vail's transit system through 1997 is shown in Table 10. The plan includes
the servicing of bus shelters, maintenance of the Town shop and bus barn, acquisition of new
vehicles, and system operations including administrative costs. As shown, routine service operations
will cost approximately $2 million a year. Capital acquisition costs are expected to range from
approximately $500,000 to $3.5 million plus potential costs for developing alternative fuel sources
pending Federal regulations currently being developed.
The last section of Table 10 shows sources of funding. Vail qualifies for Section 18 funding (general
transit assistance to rural and small urban areas) in which monies are available to cover 80 percent of
the operating and capital costs.
Funding for the development of alternate fuel sources may be available per the Surface Transporta-
tion Program which specifies that highway and transit research programs are eligible for assistance.
Funding may also be available for other transit research projects to test new concepts not currently
foreseeable.
Town at Vail Page 37
Vail TransR Development Plan Update, 1993-1997
TABLE 10
CAPITAL IMPROVEMENT AND OPERATIONS FINANCING PLAN ($1,000'S)
Chapter VII
Pra~eet ;1993 1994 1-995 .:1996 1997
Exnenditures
Service Operations
In-Town Shuttle 811 831 852 873 895
Outlying Routes 842 863 885 907 930
Paratransit Service 10 11 11 11 11
Host Service 6 6 6 6 6
Administration 251 257 264 270 277
Bus Shelter Maintenance 42 44 46 48 51
Sub-Total I ,962 2,012 2,064 2,115 2,170
Capital Acquisition/Replacement
Street Improvement/Separation of 250 650 600 600 600
Buses and Pedestrians
Replacement Buses 1,125 1,416 l ,240
Additional Buses 225 236 255
Replacement Shelter 40 40 40 40 40
Additional Cost for Low-Floor Buses 0 1,125 1,416 1,240
Town Shop/Bus Barn Renovation 370 563 375 600 0
Required for Low-Floor Buses
Conversion to Perimeter Seating 13 15 18
Development of Alternate Fuels
Electronic Devices 94 100 100 95
Bus Stop Street Lights 30 30 30 30 30
Sub-Total 1,022 3,648 4,231 3,845 925
TOTAL EXPENDITURES 2,984 5,660 6,295 5,960 3,095
Fundine
Section 18 (I)
TOV 1,110 1,658 1,799 1,746 1,187
Federal 1,874 4,002 4,496 4,214 1,908
Costs dependent upon Federal bus emission standards currently under development.
1) Funding allocation based on 80% Federal match for capital and administration
expenditures and 50% match on remaining operations deficit.
I'
Town of Vail Page 38
Vail Transit Development Plan Update, 1993-1997 Chapter VII
Street Improvements Necessary to Improve In Town Shuttle Improvements
Street Name Total Cost
East Lionshead Circle
East Meadow Drive
West Meadow Drive
Slifer Plaza
Vail Valley Drive
Total
50°Yo of Cost Necessary
650,000.00
650,000.00
I ,200,000.00
1,000,000.00
l .200.000.00
4,700,000.00
i for Improved Efficiency
Page 39TownofVeil
Vail Transit Development Plan Update, 1993-1997 Appendix
I~
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APPENDIX
TOWN OF VAIL BUS ROUTE SCHEDULE
Town of Vail
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